Speed-regulator for gas-engines



2' Sheets-Sheet -1.

(No Model.)

B. GAPITAINE.

SPEED REGULATOR FOR GAS ENGINES.

Patented Dec. 22, 1896.

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(No Model.) 2 Sheets-Sheet 2. E. CAPITAINE. SPEED REGULATOR FOR GAS ENGINES.

Patented Dec. 22, 1896.

Inventor.

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UNITED STATES PATENT I OFFICE.

EMIL CAPITAINE, OF FRANKFORT-ON-THE-MAIN, GERMANY, ASSIGNOR TO GEORGE T. HARRIS, OF PHILADELPHIA, PENNSYLVANIA.

SPEED-REGULATOR FOR GAS-ENGINES.

SPECIFICATION forming part of Letters Patent N 0. 573,642, dated December 22, 1896.

application filed May 22, 1896. Serial No. 592,591. (No model.)

T 0 all whom it may concern:

Be it known that I, EMIL CAPITAINE, a citizen of the German Empire, and a resident of Frankfort-on-the-Main, Germany, have invented a new and useful Speed-Regulator for Gas and Petroleum Motors, of which the following is a specification, reference being had to the accompanying drawings, forminga part thereof.

My invention relates to governor or speedregulating mechanism for gas and petroleum engines, and has for its object to provide a device operating automatically to hold the exhaust-valve of the combustion-chamber open, and thus prevent power explosions when the speed of the engine passes beyond a predetermined number of revolutions in a given time, or for the same purpose my automatic device may be adapted and arranged to close the gas-supply valve.

To that end my invention consists in mechanism composed, essentially, of a piston-cylinder having a valve-port normally closed by an adjustable spring-controlled flap-valve, the piston being driven by eccentric gearing on the main shaft of the engine, in combination with mechanism comprising, essentially, a diaphragm or its equivalent operating to actuate devices which open and close the exhaust-port of the combustion-chamber or the gas-supply port and an air-conduit connecting the piston-cylinder with the diaphragm or its equivalent, as hereinafter fully described.

In the accompanying drawings, which show sufficient of the mechanism of an oil or gas engine to illustrate my invention, Figure 1 is an end view of the frame of an oil-engine in which the main shaft is journaled and the eccentric gearing mounted thereon and piston-rod driven thereby and showing also in section the piston-cylinder forming an element of my improved speed-regulating mechanism. Fig. 2 is a section, partly in elevation, showing another element of my improved automatic speed-regulating device. Fig. 3 is a view, partly diagrammatic, illustrating the application of the device embodying my invention to a gas or petroleum engine.

In the speed-regulators for engines of this character as at present in use the governor device acts on the driving mechanism of the engine in such manner as to gradually open or close the exhaust or supply ports correspondingly to the decreased or augmented speed of the engine. In my device, however, the governor mechanism acts quickly and not gradually and in a very eifectiveway. Hence any undue increase in speed of the engine is quickly checked, while with the least undue decrease in speed of engine the governor mechanism will cease its action. Therefore a less range of variation in speed of engine can be maintained with mygovernor mechanism.

Referring to the drawings, A represents a piston-cylinder mounted upon the motor or engine-frame, open at one end and provided with a piston to, the rod d of which is con nected with an eccentric I), mounted upon the crank-shaft B of the motor or engine. The rear end of the piston-cylinderA is closed by a cover 0, in which is secured an air-conduit pipe 0, leading from the cylinder A back of the piston to a diaphragm D or its equivalent, for the purpose hereinafter mentioned.

The cover 0 is provided with a valve-port 2, closed by a spring-controlled flap-valve J, hinged to the cover 0 at 'u, and a spiral spring S acts to retard or prevent it from seating on the cover C, that is, keeps it normally unseated. An adjusting-screw H is provided with a shoulder h, and this screw penetrates the flap-valve J up to the shoulder 72,, and at its other and screw-threaded end it enters a lug m, cast on the piston-cylinder. It is obvious that adjustment of the spring-pressure and play of the flap-valve can be had by turning the screw H farther in or out, and hence bringing the valve J closer to or farther from its seat on the face of the cover 0, so that the air-space is thus made smaller or larger, as may be, and thus the air is admitted to the piston -cylinder either more easily or less easily, according as the screw is turned in or out.

Mounted upon the main frame is a diaphragm D, with which one end of the airconduit pipe 0 communicates. The other side of the double diaphragm drives a rod f, which gives vibratory motion to a lever F, suitably hinged to the main frame, and this lever is so arranged relatively to the exhaust-valve G the valve J against its seat.

of the combustion-chamber that it will keep its port N normally open. It is obvious that the governor mechanism may be applied to regulate in the same manner the fuel-supply port of the gas or petroleum engine instead of the exhaust-port of the combustion-chamber thereof.

The mode of operation is as follows: As the piston a moves back and forth the air is drawn in through the more or less open port 71 and discharged through the same port which is controlled by the valve J. As this valve J is only very little opened the air cannot enter.

freely and unhindered, so with a moderate piston speed there will continually exist a certain vacuum or underpressure in cylinder A, and aided by this partial vacuum the outside air-pressure further tends to press This tendency acts in opposition to the spring S. lVhen the speed of the engine exceeds the normal, the movement of the piston a is correspondingly accelerated and the vacuum in the cylinder A becomes sufficiently great to hold the valve J entirely closed, so that no air can pass it. Consequently a very considerable vacuum is formed in said cylinder, which communicated through pipe 0 to the double diaphragm D, closes it in, and draws the lever F with it to the position as shown in drawings in dotted lines, where it opposes the closing of the exhaust-valve G, which is now held open, and

- explosion prevented, just as in the well-known hit-and-miss system of most other gas and petroleum engines. By the return stroke of the piston the underpressure inthe cylinder is relieved and at once the spring S opens again the valve J, controlling the cylinderport 2', and the air is pressed out of the cylinder A with a very small overpressure. The drawing down of the valve J on its seat, and thereby the pressing together of the diaphragm, is repeated at every revolution of the crank-shaft, and indeed so long as the speed of the motor exceeds the limit.

It is hardly necessary to point out that the time of the beginning of the underpressure in the cylinder or the seating of the flap-valve 1n ust every time fall simultaneously with the time of the greatest opening of the exhaustvalve G, as otherwise the stop-lever F will not be able to interpose and keep the valve G open. In place of this mode of holding the valve open other means may be employed, and, further, a cylinder with a movable piston may be used in lieu of the double diaphragm.

Having thus described my invention, what trol a supply or exhaust port of the engine,

substantially as specified.

2. In a speed-regulating mechanism for gas and petroleum engines, the combination with the piston-cylinder A, of piston a and rod (1, the latter actuated by an eccentric Z) on the crank-shaft of the engine, port i, hinged flap- Valve J, adjusting-screw H, a spring S; and air-conduit e communicating with the pistoncylinder, and means actuated by the air-pressure created thereby and operating to open or close the exhaust-valve or fuel-supply ports of the engine; substantially as described.

3. In speed-governing devices for engines of the character described, the combination with a piston-cylinder having a rear valveport, a valve which controls said port, and adapted under normal conditions to admit air therethrough and to be closed bya reduction of air-pressure in said cylinder, and a piston in said cylinder operatively connected with the crank-shaft of the engine, of a valve which controls a supply or exhaust port of the engine, a locking-lever arranged to engage the stem of said valve to prevent its operation, a diaphragm connected to said lever, and an air-conduit leading from the cylinder to the said diaphragm, substantially as specified.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

EMIL CAPITAINE.

\Vitnesses:

DEAN MAsoN, JEAN GRUND. 

